|Publication number||US8035341 B2|
|Application number||US 12/834,743|
|Publication date||Oct 11, 2011|
|Filing date||Jul 12, 2010|
|Priority date||Jul 12, 2010|
|Also published as||CA2804767A1, CN103068617A, EP2593326A2, US20110140657, US20120013302, WO2012007784A2, WO2012007784A3|
|Publication number||12834743, 834743, US 8035341 B2, US 8035341B2, US-B2-8035341, US8035341 B2, US8035341B2|
|Inventors||Eran Genzel, Avner Sadot, Shaul Hanuna, Dalit Bahar|
|Original Assignee||Better Place GmbH|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (196), Non-Patent Citations (7), Referenced by (34), Classifications (23), Legal Events (5)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application is related to application Ser. No. 12/428,932, Filed Apr. 23, 2009, entitled “Electric Vehicle Battery System” and application Ser. No. 12/560,337, filed Sep. 15, 2009, entitled “System and Method for Operating an Electric Vehicle,” each of which is incorporated by reference herein in its entirety.
The disclosed embodiments relate generally to electric vehicle charge spots. In particular, the disclosed embodiments relate to an expandable system for deploying and replacing of electric vehicle charge spots by means of a fast connector.
Vehicles (e.g., cars, trucks, planes, boats, motorcycles, autonomous vehicles, robots, forklift trucks, etc.) are an integral part of the modern economy. Unfortunately, fossil fuels, like gasoline which is typically used to power such vehicles, have numerous drawbacks including: a dependence on limited sources of fossil fuels; foreign sources of fossil fuels are often in volatile geographic locations; and such fuels produce pollution and likely climate change. One way to address these problems is to increase the fuel economy of these vehicles. Recently, gasoline-electric hybrid vehicles have been introduced, which consume substantially less fuel than their traditional internal combustion counterparts, i.e., they have better fuel economy. However, gasoline-electric hybrid vehicles do not eliminate the need for fossil fuels, as they still require an internal combustion engine in addition to the electric motor.
Another way to address this problem is to use renewable resource fuels such as bio-fuels. Bio-fuels, however, are currently expensive and years away from widespread commercial use.
Yet another way to address these problems is to use clean technologies, such as electric motors powered by fuel cells or batteries. These batteries need to be recharged relatively often. For example they might require re-charging in a parking garage of a store or office building. Therefore, many charge stations may be required. As more and more vehicles use rechargeable fuel cells or batteries, more and more charge spots will be necessary. However, connecting each charge spot to an electric power grid can be costly and time consuming. Furthermore, the deployment often requires an operator with specialized skills. Similarly, if the charge spot malfunctions or is vandalized, replacement of the charge spot is also costly, time consuming, and requires specialized operator skill.
It would be beneficial if there were a system that could quickly deploy more charge spots as demand grows. It would also be beneficial if the deployment did not require an operator with specialized skills. Furthermore, it would be beneficial if charge spots could be quickly and easily replaced when necessary.
The following presents a summary of the invention in order to provide a basic understanding of some of the aspects of the invention. This summary is not an extensive overview of the invention. It is not intended to identify key/critical elements of the invention or to delineate the scope of the invention. Its sole purpose is to present some of the concepts of the invention in a simplified form as a prelude to the more detailed description that is presented later.
In order to overcome the above described drawbacks, a network of charge spot infrastructure adapters is deployed during a first stage. This first stage involves connecting the infrastructure adapters to a main power grid, which may include removing walls, digging, etc. Then in some embodiments, many of the adapters are covered for protection until they are required. During a second stage at least some of the infrastructure adapters are coupled to external units to create complete charge spots. As the demand for charge spots increases, more external units are coupled to the infrastructure adapters. The adapter includes an interface that easily mates an interface on the external units. The interfaces are universal such that any external unit can be mated to any adapter. Thus, the system can easily expand in response to demand until all of the adapters have been connected to external units. Furthermore, because of the universal interfaces, the external units are quick and easy to install and replace.
Specifically, the present invention overcomes the limitations and disadvantages described above by providing methods and systems for deployment of an electrical charge spot system for charging at least partially electric vehicles in stages. During a first stage, one or more infrastructure adapters are installed. Each infrastructure adapter comprises a power supply electrical interface and an adapter quick connect interface. The power supply electrical interface of the infrastructure adapter is coupled to a power supply. During a second stage one or more external units is installed. Each external unit comprises a car electrical connector, configured to temporarily electrically connect to and charge an at least partially electric vehicle. Each external unit also comprises an external unit quick connect interface, configured to removably mate to the adapter quick connect interface. An external unit quick connect interface of a respective external unit of the one or more external units is mated to an adapter quick connect interface of a respective infrastructure adapter of the one or more infrastructure adapters. In some embodiments, the mating forming a high voltage electrical connection between the external unit quick connect interface and the adapter quick connect interface. In some embodiments, the mating occurs in under 5 minutes. In some embodiments the mating occurs with no additional wiring required.
In some embodiments, each infrastructure adapter further comprises a data connector and an adapter data interface. Furthermore, each external unit further comprises an external unit data interface. During the first stage, the data connector of the infrastructure adapter is coupled to a data network. Furthermore, during the second stage, the external unit data interface is mated to an adapter data interface.
In some embodiments, the method further comprises, ascertaining a unique geographic location for the respective infrastructure adapter during a first stage. Then during the unique geographic location is stored in a memory associated with the respective infrastructure adapter as at least a portion of a geographic ID. Then during a second stage the unique geographic ID is communicated from the infrastructure adapter to the respective external unit. Some embodiments further provide communicating the unique geographic ID to a service provider.
In some embodiments, the method further comprises during a third stage, temporarily coupling a vehicle charging interface portion of the car electrical connector to an at least partially electric vehicle and enabling power to flow from the power supply to the vehicle through the power supply electrical interface, the adapter quick connect interface, the external unit quick connect interface, and the car electrical connector.
In some embodiments, the method further comprises during a third stage, communicating charging information associated with the power flowing from the power supply to the electric vehicle, from the charge spot system to a service provider, via the power supply electrical interface. Alternatively, in some embodiments, the method further comprises during a third stage, communicating charging information associated with the power flowing from the power supply to the electric vehicle, from the charge spot system to a service provider, via a wireless communication device in the charge spot system.
In some embodiments, the method further comprises during a third stage, replacing the respective external unit with a new external unit, by decoupling the external unit quick connect interface of the respective external unit from the adapter quick connect interface of the respective infrastructure adapter, and removably coupling an external unit quick connect interface of the new external unit to the adapter quick connect interface of the respective infrastructure adapter. In some embodiments, the third stage also comprises communicating a unique geographic ID from the infrastructure adapter to the new external unit.
In some embodiments, the method further comprises during a third stage, installing one or more additional external units by removably coupling one or more external unit quick connect interfaces of the one or more additional external units to one or more adapter quick connect interfaces of previously unused infrastructure adapters of the one or more infrastructure adapters. In some embodiments, the third stage occurs in response to an increase in demand for charge spots.
In some embodiments, the second stage installing includes installing a charge spot shell. In some embodiments, the first stage installing includes covering the infrastructure adapter with a temporary housing.
Some embodiments provide an electrical charge spot system having one or more charge spots for charging an at least partially electric vehicle. The charge spots include an infrastructure adapter configured to removably connect to an external unit. The infrastructure adaptor includes memory storing information related to the geographic location of the infrastructure adapter, an adapter quick connect interface, a power supply electrical interface, and a data connector. The adapter quick connect having power connectors, data connectors, and a signaling interface configured to communicate the information to the external unit. The power supply interface is electrically coupled to the power connectors and configured to be coupled to an external power supply. The data connector is electrically coupled to the data connectors and configured to be coupled to a data network. The external unit includes an external unit quick connect interface configured to removably connect to the adapter quick connect interface, and a car electrical connector electrically coupled to the external unit quick connect interface and configured to temporarily connect to and charge an at least partially electric vehicle.
The external unit is removably mated to the infrastructure adapter through their respective quick connect interfaces. In some embodiments, the electrical charge spot system includes the at least one charge spot that is mounted to a wall, a ceiling, or a floor.
In some embodiments, the infrastructure adapter is configured to be coupled to the power supply according to location specific requirements of an infrastructure. But the external unit is generic and is configured to couple to the infrastructure adapter without regard to the specific power supply requirements of the infrastructure.
In some embodiments, the electrical charge spot system includes an adapter guide mechanism and an adapter tolerance mechanism in the infrastructure adapter. Similarly, the external unit includes an external unit guide mechanism and an external unit tolerance mechanism.
In some embodiments, the electrical charge spot system further comprises a memory storing one or more of: a panel geographic ID, a circuit geographic ID, a charge spot geographic ID, and a socket geographic ID.
In some embodiments, the electric charge spot system also comprises an additional infrastructure adapter comprising an adapter quick connect interface, a power supply electrical interface configured to be coupled to a power supply; and a temporary housing covering the infrastructure adapter.
Some embodiments provide an electrical charge spot system comprising one or more charge spots for charging an at least partially electric vehicle. At least one charge spot comprises an infrastructure adapter and an external unit. The infrastructure adapter comprises a means for removably mating to an external unit and a means for coupling to a power supply. The external unit comprises a means for temporarily connecting to and charging an at least partially electric vehicle, and a means for removably mating to the infrastructure adapter.
The advantages of the above described embodiments are numerous. Because the infrastructure of deployment can vary drastically from region to region (e.g. there are different deployment practices and local regulations in different countries), deploying charge spots as entire units would require developing units specific to the infrastructure in which they are deployed. However, according to the above embodiments, only the relatively simple infrastructure adapter needs to be specially designed to comport with the infrastructure. Then the more complicated external device can be a standard component that will easily mate with any infrastructure adapter. As such, the external units can be mass produced to cut down on manufacturing costs. Furthermore, the interfaces between the infrastructure adapter and the external unit are easy to plug into mate together interfaces. They do not require wiring to connect to each other. A relatively un-skilled operator can deploy the external units, and need not use any particular tools save for a simple screwdriver to install an external unit onto an infrastructure adapter.
Additionally, installing infrastructure adapters may require skilled operators to install them. Limiting the number of hours spent by skilled operators is therefore desirable. Infrastructure adapter installation may also require relatively drastic changes to the installation site, such as excavating, installing a conductor in a trench, placing the foundation etc. As such, limiting the number of times that the installation site must be disturbed is highly desirable. Using the methods described herein, a plurality of infrastructure adapters can be installed simultaneously, which cuts down on skilled operator time as well as limiting the time that an infrastructure is disturbed. In fact, it is desirable that more infrastructure adapters are installed than would be necessary for currently needed charge spots. As such, only some of the infrastructure adapters will be connected to external units to make functioning charge spots. The remaining infrastructure adapters will be covered with a temporary housing. At a later date, these infrastructure adapters will be uncovered and attached to additional external units. Installing these additional external units does not affect the already functioning charge spots. As such, more charge spots can be easily and inexpensively added as demand for charge spots increases.
For a better understanding of the aforementioned aspects of the invention as well as additional aspects and embodiments thereof, reference should be made to the Description of Embodiments below, in conjunction with the following drawings in which like reference numerals refer to corresponding parts throughout the figures.
Like reference numerals refer to corresponding parts throughout the drawings.
Reference will now be made in detail to embodiments, examples of which are illustrated in the accompanying drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, it will be apparent to one of ordinary skill in the art that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, components, circuits, and networks have not been described in detail so as not to unnecessarily obscure aspects of the embodiments.
In some embodiments, the battery 104 of the vehicle 102 can be charged at a charge spot 106, also known as a charge station. In some embodiments, the charge spots 106 provide energy to the vehicle to charge the battery 104 of the vehicle 102. Charge spots 106 can be placed at locations where vehicles may be parked. For example, the charge stations can be located in parking lots of office buildings or shopping centers and/or near street parking spots. In some embodiments, a charge spot 106 can be located at a home of a user. In some embodiments, the charge spot 106 may charge the battery 104 of the vehicle 102 at different rates. For example, the charge spots 106 may charge the battery 104 of the vehicle 102 using a quick-charge mode or a trickle charge mode.
In some embodiments, the battery 104 of the vehicle 102 can be exchanged for a charged battery at one or more battery exchange stations 108. Thus, if a user 110 is traveling a distance beyond the range of a single charge of the battery 104 of the vehicle, the spent (or partially spent) battery can be exchanged for a charged battery so that the user can continue with his/her travels without waiting for the battery to be recharged.
In some embodiments, the vehicle 102 includes a communication module 114, including hardware and software, that is used to communicate with a service provider 112 of a vehicle-area network. Note that the term “vehicle-area network” is used herein to refer to a network of vehicles, batteries, battery exchange stations, charge stations, and a data network.
In some embodiments, the service provider 112 obtains information about the vehicles and/or the charge spots 106 and battery exchange stations 108 by sending queries through a data network 120 to the vehicle 102, the charge spot 106, and/or the battery exchange station 108. For example, the service provider 112 can query the vehicle 102 to determine a geographic location of the vehicle and a status of a battery of the vehicle. Similarly, the service provider 112 can query the charge spot 106 (and/or the battery exchange station 108) to determine the status of the charge spot 106 (and/or the battery exchange station 108). Similarly, the service provider 112 can query the battery exchange station 106 to determine the status of the battery exchange station 106.
The service provider 112 can also send information and/or commands through the data network to the vehicle 102, the charge spot 106, and/or the battery exchange station 108. For example, the service provider 112 can send information about a status of an account of a user, the locations of battery service stations, and/or a status of the battery exchange stations.
The electric vehicle network 100 shown in
The data network 120 may include any type of wired or wireless communication network capable of coupling together computing nodes. This includes, but is not limited to, a local area network, a wide area network, or a combination of networks. In some embodiments, the data network 120 is a wireless data network including: a cellular network, a Wi-Fi network, a WiMAX network, an EDGE network, a GPRS network, an EV-DO network, an RTT network, a HSPA network, a UTMS network, a Flash-OFDM network, an iBurst network, and any combination of the aforementioned networks. In some embodiments, the data network 120 includes the Internet.
As illustrated in
The power network 140 can include power generators 156, power transmission lines, power substations, transformers, etc., which facilitate the generation and transmission. The power generators 156 may include any type of energy generation plants, such as wind-powered plants 150, fossil-fuel powered plants 152, solar powered plants 154, biofuel powered plants, nuclear powered plants, wave powered plants, geothermal powered plants, natural gas powered plants, hydroelectric powered plants, and a combination of the aforementioned power plants or the like. The energy generated by the one or more power generators 156 may be distributed through the power network 140 to charge spots 106, and/or battery exchange stations 108. The power network 140 can also include batteries such as the battery 104 of the vehicle 102, batteries at battery exchange stations, and/or batteries that are not associated with vehicles. Thus, energy generated by the power generators 156 can be stored in these batteries and extracted when energy demand exceed energy generation.
The infrastructure adapter 302 includes a power supply electrical interface 402 for interfacing with the external infrastructure. The power supply electrical interface 402 includes one or more power connectors 404 that interface with an electrical power supply 406. In some embodiments, the electrical power supply 406 is localized such as a local generator, but in most embodiments the power supply 406 is (or is connected to) a local power grid or network 140 (
The physical specifications of installation site will also vary from place to place. Thus, the infrastructure adapter 302 includes one or more physical connection elements 412 that interface with the particular setting 414. For example, some infrastructure adapters 302 are installed outside on the street or in a parking lot. Other infrastructure adapters 302 are installed inside in parking garages or structures. Different parking structures vary, with some having round pillars, rectangular pillars, sloping walls, etc., each of which may require a particular type of physical connection element 412 (such as a bracket or fastener). Furthermore, as described with respect to
The infrastructure adapter 302 also comprises an adapter quick connect interface 416. The adapter quick connect interface 416 is configured to connect to a corresponding interface on the external unit 304, called the external unit quick connect interface 502 (
The adapter quick connect interface 416 includes an adapter power interface 418. In some embodiments, the adapter power interface 418 includes neutral three phase and ground power interfaces. In some embodiments, the adapter quick connect interface 416 also includes an adapter data interface or transceiver 420. In some embodiments, the adapter data interface/transceiver 420 is hard wired, while in other embodiments the adapter data interface/transceiver 420 is wireless. In some embodiments, the adapter data interface 420 includes a communication connector for long range communications (such as to communicate directly with the data network 120,
In some embodiments, the infrastructure adapter 302 also includes memory 424, which is connected to the signaling interface 421. In some embodiments, the memory 424 stores geographic and/or electrical topology identification information that is unique to the particular infrastructure adapter 302 or component thereof, known as a geographic ID 426. In some embodiments, the geographic ID 426 includes a street address, longitude and latitude coordinates, GPS location, and/or any other identifier of geographic location. The geographic ID 426 is discussed in more detail with respect to
By way of summary, the infrastructure adapter 302 includes power, data, and physical connection elements which are specifically designed to interface with the local electrical power, data, and geographic requirements of the place of deployment (i.e., they are designed to connect to the deployment area infrastructure). The infrastructure adapter also includes an adapter quick connect interface 416 for connecting with a number of different external units 304 to form a complete charge spot 106. As such, the infrastructure adapter 302 is optimized for many different deployment locations, while providing a uniform interface for the external unit 304 (and thus for the vehicle).
The external unit 304 comprises an external unit quick connect interface 502. The external unit quick connect interface 502 is configured to connect to adapter quick connect interface 416 shown in
The external unit quick connect interface 502 includes an external unit power interface 504. In some embodiments, the external unit power interface 504 includes neutral three phase and ground interfaces. In some embodiments, the external unit quick connect interface 502 also includes an external unit data interface 508. In some embodiments, the external unit data interface 508 is wired, while in other embodiments the data interface 508 is wireless. In some embodiments, the external unit data interface 508 includes a communication connector for long range communications (such as to communicate directly with the data network 120,
In some embodiments the external unit 304 includes a GFCI or residual current device 515 that disconnects the circuit whenever it detects that the electric current is not balanced between the energized conductor and the return neutral conductor for safety and handling reasons. In other embodiments, the residual current device 515 is located elsewhere. The external unit also includes circuit breakers 516. The circuit breakers 516 are configured to protect the internal components of the charge spot and the vehicle from power surges and shorts. The external unit 304 also includes an AC/DC power supply unit 517 and a computer system controller 518 which is shown in detail in
The computer system controller 518 typically includes one or more processing units (CPU's) 520. The computer system controller 518 includes one or more network or other communications interfaces 524 that communicate with the contactor 519, the vehicle 102, the infrastructure adapter 302, and/or include direct communication mechanisms (e.g., antennas, I/O interfaces, etc.) The computer system controller 518 includes memory 522, an optional positioning system 560 that determines and/or reports the position of the charge spot 106, a DC/DC power supply unit 562 used to provide power to the computer system and/or other components within the charge spot, sensors 564 that monitor the internal computer system temperature, actuators 563 that lock a charging interface 206 with the vehicle, and one or more communication buses 526 for interconnecting these components.
The charge spot 106 optionally may include a user interface 528 comprising a display device 530 and input devices 532 (e.g., a mouse, a keyboard, a touchpad, a touch screen, etc.). In other embodiments, communications with the charge spot 106 are performed with input devices in the vehicle 102 or are controlled by the service provider 112 via the data network 120 (see
The memory 522 includes high-speed random access memory, such as DRAM, SRAM, DDR RAM or other random access solid state memory devices; and may include non-volatile memory, such as one or more magnetic disk storage devices, optical disk storage devices, flash memory devices, or other non-volatile solid state storage devices. The memory 522 may optionally include one or more storage devices remotely located from the CPU(s) 520. For example, in some embodiments, some or all of the components of memory 522 are housed in a central memory that controls a group of charge spots 106. The memory 522, or alternately the non-volatile memory device(s) within memory 522, comprises a computer readable storage medium. In some embodiments, memory 522 stores the following programs, modules and data structures, or a subset thereof:
Each of the above identified elements may be stored in one or more of the previously mentioned memory devices, and corresponds to a set of instructions for performing a function described above. The set of instructions can be executed by one or more processors (e.g., the CPUs 520). The above identified modules or programs (i.e., sets of instructions) need not be implemented as separate software programs, procedures or modules, and thus various subsets of these modules may be combined or otherwise re-arranged in various embodiments. In some embodiments, memory 522 may store a subset of the modules and data structures identified above. Furthermore, memory 522 may store additional modules and data structures not described above.
For the purpose of staged deployment, in most embodiments, the external unit 304 includes at least a processing unit 520 and memory 522 which communicates with the adapter's memory 424 to obtain and store the geographic ID 426. The external unit 304 also contains a communications interface 524 which communicates with the data network 120 (
In most embodiments, the external unit also contains a charging control module 542 configured to regulate the power supplied to the vehicle 102. In some embodiments, the charging control module 542 will step down the supplied power to the requirements of the vehicle. The power components of the infrastructure adapter 302 and the external unit 304 are configured to transmit high voltage and current electrical energy between the charge spot 106 and the vehicle 102. High voltage is defined as anything above one kilowatts. In some embodiments high voltage power is defined as ranging from one kilowatts to 40 kilowatts. The particular voltage and current capacities of the power components of the infrastructure adapter 302 and the external unit 304 will vary depending on the particular energy needs of the application. For instance, high performance vehicles may require a higher voltage or current carrying capacity than standard vehicles, and thus specialized high capacity charge spot 106 may be used.
As shown in
Once the power source is accessed, the infrastructure adapter 302 is coupled to it (612). Specifically, the power supply electrical interface 402 of the infrastructure adapter 302 is coupled to the power supply. In some embodiments, the coupling further includes testing the infrastructure adapter to make sure it is working properly.
In some embodiments, the geographic location of the infrastructure adapter 302 is obtained (614). The geographic location may be obtained in a variety of ways. For example, it may be pre-assigned or it may be determined using a global positioning system device. In some embodiments, the geographic location is ascertained with a GPS used by a skilled operator at the time of installation, and includes longitude and latitude coordinates (616). In some embodiments, the geographic location is one or more of a local city, street, house number, or space number, a mile marker number (618). As shown in
In some embodiments, the geographic ID is unique to the infrastructure adapter 302 into which it is coded (623). In some embodiments, the geographic ID is stored in the memory of the infrastructure adapter. In some embodiments, the geographic IDs of each infrastructure adapter in a family of interconnected infrastructure adapters 302 are stored in a central on-site location (624). For example, memory (i.e., a location controller) associated with a respective infrastructure adapter 302 may be used by a plurality of infrastructure adapters 302 that are all located near each other such as in the same row of parking spaces or on the same floor of a parking structure. In some embodiments, some geographic ID information is stored in the location controller while other geographic ID information is stored in the infrastructure adapter's device memory. In some embodiments, a variety of geographic IDs is stored for particular elements of the infrastructure adapter or family of adapters. In some embodiments, geographic IDs include one or more of a panel geographic ID, a circuit geographic ID, a charge spot geographic ID, and a socket geographic ID (625). In some embodiments the panel geographic ID and circuit geographic ID is stored in the location controller while the charge spot geographic ID and socket geographic ID is stored in the charge spot.
In some embodiments, the geographic ID is broken into two types: site ID which is geographical, and electrical device ID which is topological (626). In some embodiments, the site ID includes one or more of the following: Country (Country code according to International subscriber dialing codes); Region (such as state or territory): Sub-region 1 (such as city); Sub-region 2 (such as city district); and site number (specific to the site or building address.) In some embodiments the electrical device ID includes one or more of the following: Panel number, circuit number, charge station number (identifying the particular charge station); and outlet number (used when a charge station has a plurality of charging interfaces to charge more than one vehicle simultaneously). As such
As shown in
In some embodiments, after the external unit 304 has been installed, the geographic ID is communicated from the infrastructure adapter 302 to the external unit (638). In some embodiments, the geographic ID is stored in memory located in the external unit 304. In some embodiments, the geographic ID is used by the external unit 304 during the vehicle charging process (640). For example, the geographic ID may be communicated to the vehicle so that the vehicle can communicate the geographic ID to the service provider. In some embodiments, the geographic ID is also communicated to the data network 120 either via the vehicle or directly from the infrastructure adapter. In some embodiments, the service provider tracks which charge spots and for charge spots with multiple charging interfaces, which charging interface 206 on the charge spot are providing power.
As shown in 6C, the geographic ID is communicated to the service provider (642). In some embodiments, other information is also passed to the service provider, such as charge information associated with power that is flowing from the charge spot 106 to a vehicle. In some embodiments, the geographic ID is communicated directly from the infrastructure adapter, while in other embodiments it is communicated by the external unit 304, or through the vehicle (644).
As shown in
In some embodiments, an external unit 304 is replaced with a new external unit (648). In some embodiments the new external unit is installed to upgrade the unit. For example, new development in the field or upgraded standards may be the reason that a new external unit is installed. In some embodiments, the replacement is initiated because the original external unit 304 malfunctions (650). In some embodiments, when the external unit malfunctions, the external unit 304 or the infrastructure adapter 302 reports the malfunction and the geographic ID of the charge spot 106 to the service provider (652). As such, the service provider knows exactly which charge spot 106 requires maintenance. In some embodiments, the replacing includes decoupling the external unit quick connect interface 502 of the respective external unit 304 from the adapter quick connect interface 416 of the respective infrastructure adapter, and removably coupling an external unit quick connect interface 502 of the new external unit 304 to the adapter quick connect interface 416 of the respective infrastructure adapter (654). In some embodiments, each of the decoupling and coupling of the replacement take place in under 5 minutes (656). In some embodiments, the decoupling and re-coupling can happen quickly because the only tool required is a screwdriver. Furthermore, in some embodiments the decoupling requires only removing the charge spot shell and lifting the external unit 304 then sliding the external unit's quick connect interface out of the adapter's quick connect interface. It should be noted that other steps may be involved in the replacement, such as taking off the shell of the external case. These other steps are not included in the 5 minutes noted for the de-coupling and coupling. In some embodiments, the replacing also includes communicating the geographic ID (likely stored or hard coded into the infrastructure adapter 302) to the new external unit (658). Because of the ease of de-coupling an old external unit 304 and coupling a new external unit 304 to the infrastructure adapter, the cost of maintenance is kept low. Specifically, an operator with special skill is not required for the replacement. The malfunctioning external unit 304 can be taken back to a central location where a skilled operator can in some cases fix and re-furbish it for future use.
In some embodiments, when demand for electrical charge spots increases more external units 304 are installed to already installed infrastructure adapters (660). Specifically, additional external units 304 are installed by removably coupling the additional external unit quick connect interfaces 502 of the additional external units 304 to adapter quick connect interfaces 416 of previously unused infrastructure adapters. The installing of additional external units does not interfere with the operation of the charge spots already in operation. As such, the electrical charge spot 106 system is designed for staged deployment that is easy to scale. The scaling can be done over a period of time as demand for charge spots increases. By installing more, relatively inexpensive infrastructure adapters 302 during the infrastructure installation, the underlying infrastructure such as the street or building holding the parking spots need only be disturbed once. Then the external units 304, are not installed until demand requires them. As the external units 304 are the more complex and thus more expensive portion of the charge spot 106, the cost of deployment also scales with demand.
The foregoing description, for purpose of explanation, has been described with reference to specific embodiments. However, the illustrative discussions above are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated.
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|U.S. Classification||320/109, 320/125, 180/65.1, 320/107|
|International Classification||B60K1/00, H02J7/00|
|Cooperative Classification||Y02T90/169, Y04S30/14, B60L11/1818, Y02T10/7088, Y02T90/163, B60L11/185, B60L11/1825, B60L11/1846, Y02T90/128, Y02T90/14, B60L2230/16, Y02T90/121, Y02T10/7005|
|European Classification||B60L11/18L7A, B60L11/18L7J12, B60L11/18L4A, B60L11/18L7J8|
|Sep 22, 2010||AS||Assignment|
Owner name: BETTER PLACE GMBH, SWITZERLAND
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:GENZEL, ERAN;SADOT, AVNER;HANUNA, SHAUL;AND OTHERS;SIGNING DATES FROM 20100810 TO 20100818;REEL/FRAME:025030/0825
|Feb 17, 2015||AS||Assignment|
Owner name: CHARGE PEAK LTD., CANADA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BETTER PLACE GMBH;REEL/FRAME:034971/0878
Effective date: 20141029
|May 22, 2015||REMI||Maintenance fee reminder mailed|
|Jun 10, 2015||FPAY||Fee payment|
Year of fee payment: 4
|Jun 10, 2015||SULP||Surcharge for late payment|